Automatic controller.



F. T. TAYLOR.

AUTOMATIC CONTROLLER.

APPLICATION FILED MAR-22,191].

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Patented May 15, 1917.

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FLOYD T. TAYLOR, OF BOSTON, MASSACHUSETTS.

AUTOMATIC CONTROLLER.

Specification of Letters Patent.

Patented May 15, 1917.

Application filed March 22, 1911. Serial No. 616,208.

To (all whom it may concern:

Be it known that I, FLOYD T. TAYLOR, a citizen of the United States, residing at Boston, in the county of Suffolk and State of Massachusetts, have invented new and useful Improvements in Automatic Controllers, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawing, forming a part of this specification.

My invention relates to improvements in automatic controllers.

My invention is particularly applicable to the control of coasting clocks on railways. It is not, however, limited in its application to such devices, but may be used in connection with various different devices, and for various different purposes.

My invention has various objects and advantages which will be hereinafter clearly and fully set forth.

For the purpose of disclosing the nature and characteristic features ofmy invention, I shall describe the embodiment thereof illustrated in the accompanying drawing which is designed for the control of coasting clocks. It should be understood that the accompanying drawing merely shows one embodiment of my invention, and that my invention is not limited to this specific embodiment thereof, but is susceptible of various different embodiments and modifications.

The construction and mode of operation of coasting clocks being well understood to those skilled in the art, it will herein sufiice to state that the purpose of such clocks is to register the time during which the car coasts, that is the time during which the car is in motion with the power shut off. T 0 accomplish this I have provided means for rendering the clock effective upon cessation of power and for rendering the same ineffective when the brakes are applied, or when power is again applied without previous application of the brakes.

I have shown diagrammatically and schematically in a simplified form the control equipment of a motor operated car to which we will assume a coasting clock is applied. I have shown a propelling motor 1 for the car, which in practice may be of any preferred type. As illustrated, this motor is of the series type, being provided with an armature A and a field I For controlling1 the motor I have shown a controller 2 whic also in practice may be of any preferred type. As illustrated it comprises a pivoted arm 3 movable over a series of contact buttons The first of the series of contact buttons at is dead, while the remaining buttons are connected to a variable resistance R in series with the motor. The controller serves to connect the motor to supply lines L and L and to regulate the same through the medium of the resistance R.

The motor is shown as having associated therewith in the usual manner, a mechanical brake 5 including a movable brake shoe carrying member 6. The mechanical brake is schematically illustrated as of the air brake type having an operating cylinder 7 and a controlling valve 8. So much of the apparatus as above described is common in the train control art, and accordingly has not been shown or described in detail.

As above set forth the structure of coasting clocks is well understood in the art, and I have accordingly only schematically illustrated a coasting clock 5) in the accompanying drawing. This clock is provided with an electroresponsive controlling device 10 which in practice may be of any preferred form and construction to render the clock effective and ineffective. It may be assumed that the electro' responsive device 10 when denergized renders the clock ineffective, and when energized renders the same effective. Of course in practice the conditions might be reversed if desired. For controlling the energizing winding of the electroresponsive device 10, I have provided two switches 12 and 13 connected in series with one another and adapted when both of the same are closed to complete a circuit from the first live button of the controller through said winding to main line L. The switch 12 is provided with an operating solenoid having an energizing winding 14 and a. plunger 15. For a purpose hereinafter set forth, the frame 16 of the solenoid is provided at its upper end with a lug 17 to which is pivoted a member 18. into the path of an extension 19 carried by the plunger of the solenoid and is adapted to be thereby rocked upon its pivot when the solenoid is energized. The opposite end of the member 18 is provided with a hooked portion 20. switch 13 is carried by a pivoted arm 21, biased as by means of a spring 29. to move The movable contact of the 1.

One end of the member 18 extends v in a direction to close switch 13. The arm 21 is provided with a pin 24 adapted to be engaged by the hooked end of the member 18, said member 18 thereby forming a latch to hold the arm 21 against the biasing effect of the spring. The member 18 is so designed as to automatically latch the arm 21 when the switch 13 is open, and to retain the arm 21 in such position until said mem ber 18 is caused to release the same by energization of the solenoid. The arm 21 is adapted to be moved to open the switch 13 by the movable elementof the mechanical brake when the brake is applied, this being accomplished through the medium of lugs 25 and 26 provided on said arm and said brake element respectively. When the brake is released the lug carried by the movable element thereof is disengaged from the lug on the arm 21 thereby leaving said arm 21 free to move under the influence of the spring 22 to close the switch 13 as soon as it is released from its latching member by energization of the solenoid.

I will now describe the operation of the controller above described. Assuming the various parts of the controller to be in the positions illustrated, the propelling motor will be disconnected from circuit, the me chanical brake applied, and the switch 13 open, and consequently the controlling device 10 deenergized. Assume now that in starting the car the brake is released and the controller operated to close the motor circuit. As soon as the controller arm is moved to the second button circuit is closed through the motor, and also through the operating winding of switch 12.

The motor circuit may be traced from main line L by conductor 27 through the controller arm and resistance R by conductor 28 through the motor armature A and held winding F by conductor to main line L. The motor is thereby started. and subsequently accelerated by the continued move ment of the controller arm. The energizing circuit of solenoid switch 12 is closed from main line L as already traced to the first live button 1 of the controller, thence by conductor 30, through the operating winding 14c of switch 12 by conductor 31 to main line L. The switch 12 thereupon responds insuring immediate interruption of the energizing circuit of the electrore- 'sponsive clock controlling device upon closure of the motor circuit. In the meantime the release of the mechanical brake has disengaged lug 26 carried by the movable brake member from the lug 25 on the arm carrying the movable element of switch '13. As soon as the switch 12 responds, its operating solenoid operates the latching member 18 to release the arm 21. The arm 21 thereupon operates under the influence of the spring 22 to close the switch 13. The closing of the switch 13 however is inelfective at this time to cause energizetion of the clock controlling mechanism since the switch 12 connected in series therewith is open. Accordingly the coasting clock will be ineffective so long as switch 12 remains open and said switch will remain open until the controller is moved to interrupt the motor circuit thereby insuring no registration by the coasting clock during the n'lovcment of the car by power.

Let us now assume that the motor circuit is opened to permit the car to coast of its own momentum. Immediately upon the controller being moved to such a position as to open the motor circuit, that is to disengage the first live contact button 4, the circuit of the energizing winding of switch 12. is also opened. Switch 12 thereupon immediately drops and closes. This completes a circuit from main line L and conductor 27 by conductor 32 through switch 12 by con ductor 33, through switch 3 by conductor 34:, through the operating winding of the clock controlling device 10 to main line L. The clock controlling device thereupon im mediately responds rendering the coasting clock efi'ective to register. The coasting clock will continue to register until the energizing circuit of its controlling device is again interrupted. This energizing circuit may be interrupted in either of two ways. I t will be interrupted either upon reclosliire of the motor circuit or upon application of the mechanical brz he. If the motor circuit is reclosed without previous application of the brake, the switch 12 will respond in the manner previously set forth. If the brakes are applied, then the movable element of the brake will engage the lug on the arm 21 thereby turning said arm on its pivot to open the switch 13. Switch 13 upon opening of course dciinergizes the coasting clock c0ntrolling device in the same manner as the opening of switch 12, and thereupon renders the coasting clock ineffective to make anv further registration. It will thus be seen that the clock is rendered effective for registration immediately upon cessation of the power used for propelling the car, and is maintained efl ective until the power is again applied or the mechanical brake applied to stop the car, in either of which events it is immediately rendered ineffective. This gives the ideal controlling conditions for the coasting clock which as is understood is intended to register only while the car in motion without the application of power.

When the switch 13 is opened by application of the mechanical brake, the arm 21 carrying the movable element of said switch is moved to a position where it is automatically re-locked by the latching member 18 controlled by the operating solenoid of switch 12. The latching member 18 it will be observed forms an interlock between the switches 12 and 13 which insures the reten tion of the switch 13 in open position until the switch 12 has been opened. It accordingly prevents any registration of the coasting clock upon starting the car which might otherwise occur if for any reason the switch 12 failed to respond immediately upon closure of the motor circuit.

What I claim as new and desire to secure by Letters Patent is as follows:

1. In combination, a power responsive device, a plurality of controller instrumentalities therefor, each of said instrumentalitie being movable independently of the other to a predetermined position whereby said device is rendered ineffective and means necessitating movement of certain of said instrumentalities into said predetermined position prior to movement of the other out of said predetermined position.

2. In combination, a power responsive device, a plurality of controlling instrumentalities therefor, any one of said instrumentalities being operable at will independently of the remainder to interrupt the supply of power to said device, and an interlock necessitating the operation of both the said instrumentalities to renew the supply of power to said device.

3. In combination, a power responsive device, a plurality of controlling instrumentalities therefor, any one of said instrumentalities being operable at will independently of the remainder to interrupt the supply of power to said device, and an interlock necessitating the operation of both the said instrumentalities to renew the supply of power to said device after interruption of the supply of power by a certain one of said devices.

4. In combination, a power responsive device, two controlling instrumentalities therefor, either being operable independently of the other to interrupt the supply of power to said device, and an interlock necessitating the operation of both of said instrumentalities to renew the supply of power to said device after interruption thereof by a certain one of said instrumentalities, the other of said instrumentalities when operated to interrupt the supply of power to said device being operable to renew the supply of power without further operation of the first mentioned instrumentality.

5. In combination, a power responsive device, a plurality of controlling instrumentalities therefor, any one of said instrumentalities being operable at will to interrupt the supply of power to said device, and one of the same being operable at will to renew the supply of power to said device, while the other of said instrumentalities remains in a predetermined position, and an interlock between said instrumentalities necessitating movement of said first mentioned instrumentality to a position to interrupt the supply of power to said device prior to movement of said other instrumentality to said predetermined position.

6. In ombination, an electroresponsive device having an operating winding, two control switches connected in series with the operating winding of said device and in ries with one another, and means necessitating the opening of one of said switches prior to closure of the other of said switches said latter being biased to closed position.

7. In combination, an electroresponsive device having an operating winding, two control switches connected in series with the operating winding of said device and in series with one another, and means necessitating the opening of one of said switches prior to closure of the other of said switches, either of said switches being operable at will to open position.

8. In combination, an electroresponsive device, two control switches therefor, each operable independently of the other to deenergize said device, and an interlock between said switches whereby when a certain one of the same is operated to deiinergize said device it can only be reset after movement of the other of said switches to-a position to render said first mentioned switch when reset ineffective to energize said device.

9. In a coasting clock controlling mechanism for power operated cars, in combination, a power responsive device, two controlling instrinnentalities therefor, one to be operatively connected with the power controller of the car, and the other to be operatively connected with the brake mechanism, either of said instrumentalities being adapted to interrupt the supply of power to said device independently of the other, and an interlock between said instrumentalities insuring the supply of power to said device only upon operation of the instrumentality associated with the power controller.

10. In a coasting clock controlling mechanism for power operated cars, in combination, an electroresponsive controlling winding for the coasting clock, two switches for controlling said winding, one associated with the controller of the car, and the other with the brake mechanism of the car, either of said switches being operable independently of the other to deenergize said winding, and an interlock between said switches insuring completion of the energizing circuit of said winding only upon operation of the switch associated with the controller.

11. In a coasting clock mechanism for an electrically operated car, in combination, an electro-responsive controlling winding for the coasting clock, two switches in series with said winding and with one another, one of said switches being operatively connected with the brake mechanism of the car, and

the other of said switches being operatively connected with the controller of the car, and locking means releasable upon opening of said second mentioned switch for permitting subsequent closure of said first mentioned switch at will.

12. In a coasting clock mechanism for an electrically operated car, in combination, an electroresponsive controlling winding for the coasting clock, two switches in series with said winding and with one another, one of said switches being operatively connected with the brake mechanism of the car, and the other of said switches being provided with an electroresponsive operating winding controlled by the-controller of the car, and a positive releasable interlock between said switches necessitating energization of the operating winding of said second mentioned switch prior to closure of said first mentioned switch.

13. In combination, a power responsive device, two controlling instrumentalities therefor, either of said instrumentalities being movable independently of the other to a predetermined position whereby said device is rendered ineffective and means for locking one of said instrumentalities upon movement to said predetermined position, said means being released upon movement of the other of said instrumentalities to said predetermined position.

14. In a coasting clock controller for power operated cars provided with brakes, in combination, an electro-responsive winding for the coasting clock, two controlling switches therefor, one being controlled by the power controller of the car and the other operated by the brakes thereof, either of said switches being movable independently of the other to open position and means for locking said brake operated switch in its and a latch for locking said latter switch in open position, said latch being tripped when said former switch is in open position.

16. In a coasting clock controlling mechanism for an electrically operated car provided with brakes, in combination, an electro-responsive winding for the coasting clock, two switches in series with said winding and with each other and each being biased to closed position, one of said switches being provided with an electro-responsive winding controlled by the power controller of the car and arranged to open said switch when said controller is in any of its operative positions and the other of said switches being mechanically operated by the brake mechanism of the car and arranged to open upon setting of the brakes and a latch for locking said latter switch upon movement to open position, said latch being tripped when said former switch is in open position.

In witness whereof, I have hereunto subscribed my name in the presence of two witnesses.

FLOYD T. TAYLOR.

Vitnesses THOMAS J. BRADLEY, HELEN GUNNIsoN.

Copies of this patent may be obtained for five cents each, by addressing the "Commissioner of Patents, Washington, D. G. 

